Road grader



F E. RND'T Roma GRADER A MW R, WM..

Ongi-nai VF116@ Feb. 2, .1933

5 Sheets-Sheet l y Juy E, WM. F. ARNm? 2,247,345

ROAD GRADER original Filed Feb, 2, 193s 5 sheets-sheet 2 uy E, 19M.,

F. E. ARNDT ROAD emma original Filed Feb. 2, 1935 5 Sheets-Sheet 3 BY `Mwvwvm@ July E, 194i., F. E. mmm".

ROAD GRADER original Filed Feb. 2, 1933 '5 Sheets-Sheet 4 BY @Kn/L 7;.

F. El ARNm' ROAD GRADER uy L NM.,

Original Filed Feb. 2,- 1933 5 Sheets-Sheet 5 vated mechanism for effecting the atente .idly l; s'

Zdli

MGMT) iii l lli i t i: .n E. Alrndt, on, llhio, assigner to 'iihe Galion iron Woiand Manniact Conn,

s.; a, poration ci? @hic @riginal `.application Feb ry 2, i933, Serial No.

vid d t application i9?, Serial No. 18min. newed .li 9 9 ril 26, 12,

2i en. (ci. asc-so) My invention relates to road building apparatus and one of its objects is the provision oi improved and eiilcient duid-pressure motor-operated mechanism for effecting various-adjustments in a roadgrading machine to prevent lateral skidding thereof during operation.

Another object oi the invention is the provisiti of improved fluid-pressuremotor-operated steering mechanism fora vehicle, such as that enibodied in a road grading machine.

Another object of the invention is the provision of improved supporting means for flexible huid-pressure hose of duid-pressure motor-operated mechanism, adjacent the steering post oi a road building m-achine.

A further object of the invention is the provision of improved fluid-pressure motor-operleaning of wheels in a road grading machine in co-operation with .the steering thereof.

Another object of the invention is the provision of improved huid-pressure operated mech 'l anism for shifting the rear end of the frame ci the road grader relatively to the rear wheels so' as to co-operate with fluid-pressure operated mechanism for steering the machine during operation.

Other objects of the invention will appear hereinafter, the novel features and combinations hev ing set forth in the appended claims. f

This application is a division of my co-pending application Serial No. 654,901, led Febru- 'ary 2, 1933, for an improvement in Road graders.

In the accompanying drawings,

Fig. 1 is an elevational view of the road grading machine embodying my improvements;

Fig. 2 is a plan view of the hydraulic road grading machine shown in Fig. l;

Fig. 2B is a perspective view of the latch mechanism embodied in the connections between the rear end of the drawbar andy the rear portion of the vehicle frame;

Fig. 3 is a rear elevationof the road grading machine shown in Fig. l:

Fig. 4 is an elevational view, partly in section,

taken on the lined-4 of Fig. l, looking in the direction of the arrows;

Fig. 5 is a plan view of the machine shown in Fig. 1 with the mold-board shifted to its maximum extent from one side of the machine;

Fig, 6 is a diagrammatic fronty elevational view of the mold-board supporting mechanism shown in plan in Fig. 5;

Fig. 7 is a plan view of the road grading ma- (that the liquid ows into and chine with the mold-board adjusted to its ai. sloping position;

Fig. 8 is a diagrammatic front elevational view of the supporting mechanism for the mold-board when in bank-sloping position;

Fig. 9 is a diagrammatic view of the pump and hydraulic motors and the piping therefor;

Fig. 10 is a view representing the inte combustion engine connected to the hydraulic pump; and

Fig. 11 is a diagrammatic view illustrating the operation oi' the motor controlling valve of Fig. 9.

The machine shown in Figs. 1 and 2 comprises the vehicle frame ii mounted on the iront wheels il, i2 and rear wheels li, iii. The front and rear Wheels are preferably of metal comprising radial spokes and circular rims ha circular edges on opposite sides adapted to dig into the ground when leaned as hereinafter more fully described. The frame ii comprises longitudinal spaced-apart beams id, Ml which are rig idly connected by the tubular cross-pieces it.,

Ilm-ll and it.

-As shown in Fig. i, the forward ends of the beams id, 'M are connected by a U-shaped yoke la which rests upon a supporting frame or bolster mi having depending channel irons di, 2i secured .at their lower ends to the aide-tree 22 to the ends of which are pivoted at it, 23 the axles for the front wheels i2, i2. These axles are provided with vertical arms' 2li, 24 `to the upper ends or which is pivoted the` cross-piece Z6. Between one of the channel irons 2i and one oi the 2i is pivotally connected a hydraulic motor com-'p prising a cylinder 26 and a piston rod 2l. The

rear. end or' the cylinder 26 is pivoted .at 26' to the left-hand inclined brace 2i, and the outerend of the piston rod 2l is pivoted at 28 to the upper end ci the upright arm, Y

' As hereinafter explained, the hydraulic motor comprising the cylinder 2B is out of the cylinder on both sides of the piston therein, as .indicated by the ports 66', '65' in Fig. 44, and therefore when Vtneleaning of the wheels i2 is adjusted as indicated by the ing the valve controlling the flowv of the liquid through the ports 64" and 65' into and out of the cylinder 26.

Figs. 1 and 2 illustrate a pull type oi grader having a vehicle tonguei secured at 30 to the vertical post 3i', the upper end ofv which is Journaled at 32 to the frame or bolster 20T, and the double acting in dottedlines in Fig. 4, they may be locked in adjusted position by clos-f Ydrawbar l.

plate 53 is secured lower end of the post 3| is journaled at 33 to the front axle tree 22.

A cross-piece 35 secured -to the tongue 29, as

shown in Fig. 2, provides at its ends pivotal supports 35, 36 for the front ends of the cylinders 31, 38 of the hydraulic motors comprising the piston rods 31', 38', the rear ends of which are pivoted at 4l), 4i to the front axle-tree 22. While in some instances one double acting hydraulic motor comprising a cylinder, a piston, and a piston rod, may be used, I prefer Ito use two hydraulic motors symmetrically arranged as shown in Fig. 2.

A cross-piece t2 (Fig. 2) is secured to the upper sides of the forward ends ofthe side beams ld, M and secured to this plate l2 to .depend therefrom is a xed vertical bearing rod or king post, the lower en'd of which is provided with a retaining cap or collar M, as shown in Fig. 4.

When the hydraulic steering mechanism is operated, the bolster turns on a vertical axis about the king post 43.

As shown in Figs. l and 2 the vertical post 3l is spaced in advance of the king post 63. This enables the tractor hitched to the front end of the tongue 29, to facilitate steering. This can readily be understood by considering the piston rods 31' and 38 disconnected at Ml and di! from the axle-tree 22 and the tongue 29 moved by the tractor in an anti-clockwise direction as viewed in Fig. 2. The king-post 43 will then be out of alinement with the, tongue 29 but continued pull by the tractor on the tongue 29 will, on account of the advanced position of the post 3l, tend to swerve the latter in an anti-clockwise direction 4 and thereby move the wheels I2, I2 to their dotted line positions shown in Fig. 2. It will thus be seen that the spacing arrangement of the posts 3l and 23 enables the pull of the tractor to aid the operation of the motors 31, 33 when the latter are connected at d0, di to the axletree 22.

'Secured to the bottom of the plate 32 concentric with the vertical king post 63 is a gear housing da' in which is journaled a worm wheel secured to the' screw Q5 to rotate with the latter.A

`Secured to the top of the plate t2 is a socket` l52 (Fig. l), withwhich is associated a vertical post 53 held rigidly in `vertical position by lateral braces one of which is shown at 56 in Fig. l,

fs'ecuredtothe beams Itl. `The top of the post 53 is swiveled at 55 to a-connecting member 56,

`the forward endfofwhich is pivoted at 51 to a supporting plate 58;' The forward end of the 4by means of theloop 59 to a spring 60 whichis connected at its front end to the tongue Zit to eiect a counterbalance of thelatter.

Clips. Si, lexibleconduits 62, 63 and 64, 65 to the plate 58j. The conduits 62, 63 are connected to the ends Si maybereliedonto secure the four I `The conduits 64andf65 are connected to the ,ends of the cylinders `26` at 64', 65'.

.the machine sidewise. For

63, the valve 31 controlling the ow of liquid ,in the conduits Gli and 65, and the valve 58 controlling the flow of liquid in the conduits 62 and 63. The valves 61 and 68 are connected by means of universal joints 69 and Ill to longitudinal rods 1i and 12 which extend to the rear portion of the frame where they are connected by means of universal joints one of which is shown at 13 in Fig. 1, to operating cranks each movable along a gauge secured to the framework 13 at the operators platform 15. The crank 16 may be connected to the rod 12 for actuating the valve 6B which controls the steering of the machine. As shown in Fig. 3, the crank 15 is associated with a gauge 11, the ends of which may be provided with limit stops 13, 18 which indicate wide open positions of the valve 58. In a similar manner, the crank 19 may be connected to the rod 1| for actuating the valve 51 to control the leanl ing of the front wheels i2. The cranks 19 may be associated with a gauge 8U which is provided with limit stops 8l, 8i to indicate the wide open positions of the valve t1.

It should be particularly understood that the leaning of the front wheels by means of the hydraulic motor mechanism shown in Fig. 4 may be taken advantage of to co-operate with the steering of the machine by means of the hydraulic motorsl 31, 38 (Fig. 2), to counteract the tendency of the mold-board during operation along the roadway to shift the front end of instance, if the moldboard is in the position shown in Fig. 2, the tendency will be during operation for` the front end of the machine to be shifted laterally to that side where the front end of the mold-board is located. By leaning the tops of the front Wheels toward the right, looking toward the front end of the machine, the lower edges of the rims of the front wheels will be in positions to dig or cut into the roadway and counteract the tendency of the mold-board to shift the front end of the machine sidewise. The leaning of' -the wheels is indicated in dotted lines in Fig. 4

for counteracting the tendency of the moldboard to shift the machine sidewise when operating in the position shown in Fig. 2.

Furthermore, by means of the hydraulic motors 31, 32, the front wheels may be steered toward the left as viewed by the operator at the rear end of the machine, andthus assist the leaning of the front wheels in counteracting the tendency of the mold-board to shift the front end of the machine sidewise.

operate with the leaning of the front wheels as shown in dotted lines in Fig. 4, when the moldboard is operating in the position shown in Fig. 2.

Moreover the operator at his single station at the rear end of the machine has under his direct observation the operation of the mold-board and the steering of the machine, and the various adjustments may be made by the operator so as to effect locking of the various parts in adjusted The steering of the i wheels is shown in dotted lines in Fig. 2 to copositions including the front wheels, therebygreatly lessening the tendency of the frontv wheels as a unit to swerve sidewise on the vertical axis 32, the hydraulic motors 31, 38 being in very eiclent positions to resist swerving of the front wheel unit on the axis 32 even when one wheel or the other rides over an obstruction or irregularity in the roadway.

Secured rigidly to the rear ends of the longi tudinal beams I4 is a cross supporting structure 82 (Fig. l), comprising angle irons 83, 83 (Fig.'

aannam porting frame. The axles 22. 22 for the rear' wheels i2, l2 are pivoted at 22, 22 to the ends of the frame 2l (Fig. 3). Secured to the rear wheel axles are vertical crank arms 92, 20. the upper ends of which are pivoted at 2|, 2l4 to the cross-piece 22.

A vertical bracket plate 92 is secured to the frame ill and to its upper end at is pivoted a cylinder @5.0i a hydraulic motor comprising a piston rod the outerI end of which is pivoted 'at 9| to the upper end of the crank arm20 at the left-hand side of the machine,\as viewed from the rear (Fig. 3). The hydraulic motor comprising the cylinder 20 is double acting in that the liquid fiows toand from the cylinder on both sides of the piston therein, and the controlling valve is such that when it is closed. the crank arms 00, 00 will be locked in adjusted positions. The leaning of the rear wheels may therefore be adjusted by means of the hydraulic motor comprising the cylinder 00, and lockedv in adjusted position.

In order to shift the rear end of the frame i l relatively to the rear wheels, the hydraulic motor` comprising a cylinder 9i, is pivoted at 98 to a bracket 99 which is secured to the frame 8l. lThe piston rod 900 which is connected to the piston that moves in the cylinder 2l, is pivoted at its outer end at iM to a gear wheel HB2 meshing'with the rack bars |03 and H02. The upper rack bar |02 is secured to the machine frame" and the lower rack bar |04 is secured to the frame 2l. It can readily be seen that when the piston in the cylinder 97 is locked, the rack bars |03 and |02 are relatively stationary and therefore the gear wheel |02 is locked against rotation.

The hydraulic motor comprising the cylinder 2l is double acting and controlled by valve mechanism so that when the piston rod .|00 is moved relatively to the cylinder 91, the rear end of the main frame will be shifted laterally relatively to the rear wheels i2, by the gear 002 rolling on the rack |02 and driving the rack i03 rectilinearly. When the piston in the cylinder 0l is locked, the pivotal axis 'lili will be stationary relative to the cylinder 91. The rack'bars |03, |04 will not interfere at any time with the operation of the rear wheel leaning mechanism because when the vertical arms 90 are rocked in either direction, the racks |03, l04 will remain stationary.

vThe leaning of the rear wheels will conform wheels at the operating side of the machine in approximating the same path of travel. It will thus be seen that the shifting of the rear end of the frame relatively to the rear wheels, the leaning of the rear wheels, the leaning of-the front wheels. and the steering of the front wheels, all co-operate to enable the machine to operate as illustrated in Figs. 5 and 6, Fig. 6 being a diagrammatic front `elevational` View of the moldboard supporting mechanism shown in plan in Fig. 5.

Referring now to road working implement comprising a mold-board or scraper |05 and the structure for supporting the same, it will be seen that the drawbar 5| comprises spaced-apart members it, l'l which diverge rearwardly and have secured to the rear portions thereof a circular guide |08 for supporting-and guiding the circle frame |09 on which the mold-board 105 is mounted. By means of gearing lill connected by a shaft comprising links lil and universal joints l l2, to the wheel l I3 at the operators station l5, the circle |09 and the mold-board i0@ may be adjusted angularly relative to the path of travel of the road grading machine.

By means of the pull handle il@ (Fig. 1) connected by the rod I l5 to the latch mechanism i it, the mold-board may be releasably locked in adjusted angular position. The mechanism for swinging the mold-board on a vertical axis to adjust the angularity thereof, and the releasable latchmechanism H6, may be of well known construction, but the circular guide |00 for support- .Y ing the circle ids by means of a semi-circular to the leaning of the front wheels as illustrated in dotted lines in Fig. 4. Therefore when the mold-board is in the position shown in Fig. 2,

the leaning of the rear wheels co-operates with the leaning of the front wheels and the steering of the front wheels to counteract the tendency Y of the mold-board to shift' the whole machine to- 'rear end of the frame relatively to the rear wheels while maintaining the rear and front groove 225 is believed to be novel and is disclosed' and claimed in my co-pendng application Serial No. 7,535, led Feb. 21, 1935, for an Improvement in .Road graders. Such semi-circular guiding groove comprises arcuate guide plates 220, 226 which engage the periphery of the circular guide 00, and the latch plate 22'l which is spaced from the ends of the cross-piece 228 and secured to the semi-circular member 229, which is in reality the main portion of the circle 100. The crosspiece `220 is pivoted by means of the king bolt 220 which is provided at its ends with a semi-circular' groove comprising the latch plate 221, is pivoteol to the king bolt 220 and moves with the circle and the ymold-board, the latter being carried Iby the circle. 'Ihe cross-piece 23| and the circular guide |00 are secured 'rigidly to the rear'ends of the members |06, lill of the drawbar frame 5|. Consequently the circular guide |08 moves bodily with the drawbar, and the mold-board i 05 moves adapted to register with one or more transverse holes in the rod i2l and a pin may be relied on to connect the rod |2| to the pipe |22 after the length of the hanger has been adjusted. While in Fig. 1 I have made provision for two different lengths of the hanger l I9, it should be understood that there may be more than two holes |23 if desired, and there may be a plurality of holes spaced apart along the rod |2l.l

IThe upper ends ofthe hangers H9 and |20 are connected by means of the universal joints |24 and y|25 tothe rehearing maand |21 whieh extend laterally' from'the longitudinal rock shafts |28` and |29. 'The rock v'shafts are mounted in suitable bearings.|30; |3| and |32, |33 on the tops of the beams A|4,` |4 and spaced above the same a suicient distance to afford` ample clearance between the cranksv |26and |21 and the main frame when such cranks are swung downwardly. To the rear ends of the rock shafts |28, |29 are connected the laterally. extending crank arms |34, |34' which are connectedA at their, outer ends by means of the universal joints |35, |36 to the upper ends of thev piston rods |31, |38 which extend downwardly into the cylinders |39, |40 of hydraulic motors mounted on opposite sides ofy the `rear portion of the frame v|| as shown in Fig. 2. The lower ends of .thecylinders |39 and |40 are pivoted at |4|, |42'. to i brackets |43 depending from the beams 4 `(Figs. 1 and 2).

- The hydraulic.motorscomprising the cylinders |39 and lllillareupreferably double acting and provided with `valves for` controlling the ow of liquid to and. from the cylinders on opposite `sides of the pistons therein. Consequently when the mold-board hasbeen adjusted it may be locked in adjustedtposition to prevent undue vibration thereof during road working or bankcuttingoperations. i. Y

The mold-board may be shifted laterally relative tothe frame. by .means of the hydraulic -motors comprisingthe cylinder |44 and the connections 'betweenthe same and the rear. end of the drawbarl; yThe upper end vofthe cylinder |44 is pivoted at |45`to a bracket |46 mounted on'thetubular cross-piece I1, as shown in Figs '1,2 and 5. .The pistonrod |41 is connected to a Vrack bar |41'which"is guided by a roller |48 into meshfwith the pinion |49 secured to a shaft journaledinwthecross-piece |50. The' lower end of thisshaft-is secured to a gear which meshes with the `transverse rackbar` |52, thelatter being supported by .and guided along -a transverse rail `|52'nsecured to .the lower sides of the beams :I4 so :as to. extend transversely` thereof Vin aposition spacedrearwardly from the rear end .ofthe -the cross-piecewl |i0fof-a semi-circular frame at the center lof'l'fthefarcuate member i6 |y thereof. This arcuate .membertIBl `iskprovided 4with four or five `notches||2 forrecreivingrthe latch mechanism |63;v The semi-circular .frame comprisingflthe c i .The latch mechanism*- ||31is` shown lnperspec- .ztiv'ein FigaZalilvOn `top oithe rear endof the plate |58 ais. securedfa4 guide i `frame 66 comprising `fixed ,z uideablocks.; |61;1,|68xalong:,which is` guided; the

latch t |69 :ffo'rimovement linto .one4 of "the notches the latch |69 and by grasping; this 'lhandle' and ...moving itl, rearwardly yagainst ,the action Lof. the y:spr-ing. v|;1.| the latch; |169.- may be released from the notch |62. The handle is connected to a rod which extends through a bracket |12 mounted on top of the frame |66, and a collar |13 on the outer end of the rod holds the spring |1| in the position. shown in Fig. 2a'.

` It should be understood that no labor need be exercised by the operatorin shifting the moldboard laterally. The latch |69 mayr be easily released manually by pulling the handle |`10 rearwardly. Then by operating the hydraulic motor comprising the cylinder |44, the latch mechanism maybe moved transversely of the machine until therlatch |69 is snapped into the next notch by the spring |1|. While the latch |69 is in one of the notches the motor 44 may be operated to shift the mold-board laterally but the extent may not be suflicient if the latch is in one of the intermediate notches. By again releasing the'latch,

the rack bar |52 may be shifted by hydraulic power until the latch `snaps into the last notch, whereupon the rear lend of the drawbar will be rigidly connected to the rack bar |52. Then upon reversing the hydraulic motor comprising the cylinder |44, the latch mechanism will eiect movement of the mold-board laterally to its maximum extent when the piston in the cylinder .|44 reaches the limit of its stroke. Such maximum position isillustrated in Fig. 5.

The hydraulic motor |44 being double acting, the shifting gearing willbe locked in adjusted position when the valve connected to the cylinder |44 is closed. The connections between the rear end of the drawbar and the hydraulic motor |44 are` such as to securely hold the mold-board in adjusted lateral position. It should be understood that the mold-board by reason of the plurality of notches |`|52may be adjusted to a corresponding plurality of lateral positions on either sideof the frameof the machine.

Fig. 5 is a plan view of the road grader with the mold-board adjusted to one of its extreme lateral positions while horizontal, as shown in Fig. 6, the latter being a diagrammatic front elevational view to show the relative positions of theiront and rear` wheels when adjusted as `shown in Fig. 5 and the relative positions of the lwell as. to facilitate movement ofthe mold-board .'cto bank-cutting position, as shown in Fig. 8. j

In Figs. 5 and 7 I have shown two` pairs of bracketV lugs |53 and `.|537 secured to the rack 'banA |52 `near theendsfof thevlatter.. .l When the .mold-board is about to be shifted to the rightthe,` bracket lugs |53. This y,adjustment maybe s easily made byrreleasingfthe latch |63 `and swinging the plate |58fonits, pivot|59, it being undergstood vthat all. of `the laborv necessary to shift the lmold-board laterally` "is, performed by the. hy-

draulic'motorl Masi...

I nasmuch as it isdesirable to .usen `the shorter tube |15 oniV that side of;.the.machine to-'which 7|)A themold-board isshifted, andthe longer tube ,|,14fon the opposite side,y as shown in Fig. .6, these tubes may be :detachable at they universal joints 1| 24 and` |25 andgtherefore are4 inter-changeable.

For instance, the tubes |14 and |15 may be exchanged when the mold-board is to be moved to saintes the left-hand side of the machineand then up to bank-sloping position.

After shifting the mold-board to its extreme lateral position suchl as that shown in Fig'. 5, the latch |63 is retained in position and the hydraulic motor W is locked. By releasing the pins in the tubes llt and H5, the crank armsv |23 and'i2'l maybe adjusted by the hydraulic motors |39 and |39 until the hangars M9' and |20' are adjusted to the desired lengths and the pins l23 re-inserted to hold the hangers at the adjusted lengths. Then by operating the motors l39 and M in opposite directions, the crank arms |26 andv l2'l may each be rotated in an anti-clockwise direction. Each motor is independently controlled so that the crank arm l2@ may be moved through a small angle from the position shown in Fig. 6 to the position shown in Fig. 8, and the crank arm |2ll. may be moved through a larger angle from the position shown in Fig. 6 to the position shown in Fig. 8, whereupon the motors 'I 39 and |30 may be locked to co-operate with the drawbar andthe connections between the rear end of uthe drawbar and the machine frame, to hold the mold-board in rigid adjusted position relative to the vehicle frame. This position is preferably such as to direct the material that is cut 'from the bank, to the space between the path of travel ofthe rear wheels, as shown in Fig. 8. However, the mold-board may be shifted to a still higher position to direct the material outside of the path of the adjacent rear wheel.

Bv referring to Fig. 8, it will be seen that the shifting of the rear end of the vehicle frame relatively to the rear wheels enables the mold-board to `more effectively operate along a sloping bank while the adjacent front and rear wheels follow the same path of travel. The leaning of the front wheels and the leaning of the rear wheels may be such as to cause the rims of the wheels to dig'intothe road surface in such a manner as' In a similar manner the rear shifting hydraulic motor 3l! may be controlled by a valve 203 connected to the operating lever |92 (Fig. 9). The operating levers i3d and itt are similarly connected tothe valves 2l l, 2li which control the lmotors |139 and itt. By means of the lever it and the connections between the same and the valve |06, the drawbar shifting motor itil may be controlled.,v

The operation of the various adjustments by means of the hydraulic motors may best be understood by referring to the piping diagram in Fig.' 9. When the vehicle tongue 29 is in its central position shown in Fig. 2 and it is desired to turn the front axle tree 22. the motors 3l and 30 are operated in opposite directions. By means of the lever lo, the valve til may be moved to its full line position shown in Fig. 9. y The engine llt is intended to be operated to continuously drive the pump lll. Liquid will be withdrawn from the supply tank llt through the suction pipe itl by the pump ill, and forced by the latter through the conduits |93, itil, |30 through the valve t8 into the pipe 32 and thence to the cylinder 3l back of the piston therein, and through thepipe |9| into the cylinder 39 ahead oi the 'piston therein. When the pistons in the cylinders 3l and 33 move in opposite directions, liquid will be forced therefrom through the conduits H92 and t3 and thence through the valve t9 into the pipes |93, |90, back to the supply tank i713. When the valve t8 is closed, the pistons in the cylinders 3l and 39 will be locked against movement in either direction. When the valve 63 is moved to its dotted line position, the ilow to and from the cylinders 3l and 38 will be reversed and consequently the axle tree 252 will be turned in the opposite direction.

By means of the lever i9, the valve tl may beopened to the full line position shown in Fig. 9,

whereupon liquid will be forced from the pipe wheel motors 26 and 95, and the locking of the motors |39 and |00, eect the holding of the mold-board rigidly in bank-sloping position while at the same time locking all of the adjustments to resist the lateral working thrust during banksoping operations. Furthermore, when a tractor is coupled to the tongue 29 to pull the machine along the roadway while the mold-board is operating on a sloping bank, the hydraulic steering motors 3l, 38 may be set in certain positions and locked there with the assurance that the travel of the front wheels over rough ground and irregularities will not throw the setting of the steering mechanism out of adjustment.

The internal combustion engine |76 and the pump Ill (Fig. 10) to which it is connected, are mounted on suitable supporting framework at the rear end of the beams It, It, as shown in Figs. 1 and 3. The fluid-pressure medium, such as oil, is drawn from the supply tank |79 by the pump ill and forced through the various pipes or conduits shown in Fig. 9. The valves for the respective hydraulic motors are each located adjacent the same and operated by connections extending to operating leversr within reach of the operator on the platform l5 at therear end o the machine. l

The rear leaning wheel hydraulic motor 95 is provided with a valve |19 operable bythe connections |80 (Fig.A l) to the actuating lever |8|.

| through the valve tl into the pipe 60 and thence into the cylinder 26 on that side of the piston therein to which the piston rod 2l is connected. The piston will move to draw inwardly the piston rod, and the liquid will be forced down to the rear end of the cylinder 2t into the pipe 65 and through the valve tl into the pipe l9'l 'and thence through the pipes |93 and i90 back to the tank |78. By moving the valve 6l to its dotted line position, the operation of the motor 26 may be reversed. By closing the valve 6l, the piston rod 2l will be locked in adjusted lposition against movement in either direction. By means of the motor 29 the leaning of the front wheels may be adjusted and locked in adjusted position.

The leaning oi' the rear wheels I3 is adjustedv by means of the hydraulic motor which is controlled by 'the valve |19 to which the lever |8| is connected. When the valve |19 is in its full line position as shown in Fig. 9, liquid will be forced from the pump through the pipe |90 and valve |10 into the pipe |99 back of the piston in the cylinder 95. At the same time the liquid flows from the front end of the cylinder 95 through the pipe 20'0, valve H9, and pipes 20|, 202, back to the tank |18.

The hydraulic motor 97 for shifting the rear end of the vehicle frame relatively to the rear Wheels, is controlled by the valve 203 to which the lever |82 is connected. When the valve 203 is in its full line position as shown in Fig. 9, liquid will be forced through the valve into the pipe 204 and the cylinder 9T, back of the piston' therein. At the same time liquid ows from the cylinder 91 into the pipe 205, valve 203, and pipes 206, 202. back to the tank |18. Both of the valves |19 and 203 may be moved to their respective dotted line positions to reverse the hydraulic motors 95 and 91 controlled thereby and each motor may be locked in adjusted position by closing its controlling valve. That is to say. after the rear end of the vehicle frame has been shifted laterally to bring into alinement the front and rear Wheels on the operating side of .the machine, the adjustment may be locked and so also the adjustment of the leaning of the rear Wheels may be locked with the assurance that 'the' metal rims of the metal-spoked Wheels will dig into the road surface to resist lateral thrusts during operation of the moldboard.

When the lever |85 is moved to its dotted line position |85', the supply pipe 201 will be connected to the pipe 208, and the pipe 209 will be connected to the return ow pipe 2|0, as indicated by the curved dotted lines in the valve |86 shown in Fig. 11. When the lever |85 is in its dotted n line position-indicated at |85", the supply pipe The motor |44 for shifting the rear end of the i drawbar, is controlled by the valve |86 to which the actuating lever |85 is connected. When this valve is vin its full line position, liquid will be forced from the pipe |90 into the pipe 201, the valve |86 and the pipe 208, into the cylinder |44 ahead of the piston therein. At the same time liquid will be forced from the other end of the cylinder |44 into the pipe 209, through the valve |86 into the pipe 2|0, and thence back to the tank |18. Operation of the motor |44 may be reversed by moving the valve |86 to its dotted line position shown in Fig. 9, and by closing the valve |86 the motor |44 may be locked in ad justed position, and when such locking is eiected the tendency of the rear end of the drawbar to move laterally relatively to the vehicle frame, during operation of the mold-board, will be efiectually resisted.

lbe forced out of the lower end of the cylinder |39 into the pipe 2|5 and through the valve 2H into the pipe 2|6 back to the tank |18.

In a similar manner when the valve 2 2 is in its full line position, 4liquid will ow from the pipe |80 into the pipe 2|1 and through the valve 2|2 into the pipe 2|8 `and into the cylinder |40 below the piston therein. At the same time liquid .ows from the cylinder 40 on top of the piston therein, into the pipe 2|9 and through the valve 2| 2 into the pipe 220 which is connected to the return -pipe 202. When the valves 2|`| and 2|2 are moved to their dotted line positions, the motors |39 and |40 may be reversed and when these valves are closed both motors may be locked. The locking of the motors |39 and |40 will effectively lock the crank arms |26, |21 andhangers |14, |15 in their adjusted positions, for instance, such as those shown infFig. 8.

In Fig. 11 isillustrated thel various positions for the valve |86 for control of the hydraulic reciprocating motor |44. When the valve lever |85 is in its full line position, the supply pine 201 and the return pipe 2|0 are entirely cut on from the pipes 208, 209 which are connected to the opposite ends of the cylinder and therefore when the lever |85 is in its full line position, the piston in the cylinder |44 is locked in its adjusted po sition and can -not move in either direction.

201 will be connected to the pipe 209 and the pipe 208 will be connected to the return flow pipe 2|0. XVhen the lever is in its dotted line position the piston in the cylinder |44 will be moved toward the right, Whereas when the lever |85 is in its dotted line position |85, the piston in the cylinder |44 will be moved to the left. Each of the other controlling valves shown in Fig. 9 is arranged to operate as illustrated in Fig. l1.

It should be particularly noted that the supply side of the pump |11 is connected directly to each of the .hydraulic motors. With respect to the pump |11 the motors 26, 95, 91, |39, |40 and |44 are connected yin parallel to each other. The

motors 31 and 38, considered as a pair or group, are also connectedacross the pump |11 in parallel with theother motors, but the pistons of the motors 31 and 38 always operate in reverse directions so as to properly effect steering as indicated in Figs. 2, 5 and '1. Y

A pipe 22| connects the pipe 220 to the suction pipe |81. The pump |11 therefore draws liquid directly from the tank |18. It is desirable to keep all of the pipes completely filled with liquid at all times 4and the pipes are therefore preferably so arranged that there Will be no drainage by gravity into the tank |18 from any of the return pipes.

The capacity of the pump L11 is preferably such as to enable the operator to effect the operation of a plurality of hydraulic motors at the same time. For instance, he may control the leaning of the fron-t wheels and the leaning of the rear wheels at the same time by means of the hydraulic motors 26 and 95. Furthermore, he

.may in adjusting the mold-board to a high lift or steep bank-cutting position operate the motors |39, |40 and |44 at the same time. If one motor alone is being operatedthe return pipe 22| will be sufficient to divert the liquid from the tank |18, but if a plurality of motors are being operated simultaneously some of the liquid will flow back into the tank |18.

When all of Ithe valves are closed and the pump 11 continues to operate, the check valve 222 in the by-pass pipe 223 will be opened in the direction of the arrow 224 to prevent stalling of the pump |11. This by-pass pipe is connected by the pipe 22| to the return pipe 202v and therefore all pipes on the supply side of the pump are always maintainedlled with liquid so that as soon as any valve is opened there will be an immediate response in the operation of the motor to which it is connected. By referring to Figs. 1 and 2, it will be seen that the hydraulic motor controlling valves are located on the machine in positions adjacent to the hydraulic motors so that when these valves are opened the distance of water ow will bereduced to a minimum and consequently no appreciable time will be necessary for the building up of pressure in the piping connections.` It is evident by referring to' Fig. 9 that the continuous operation of the pump |11 keeps the main pressure pipes and |98 constantly under full pressure and therefore when oneof the controlling valves is opened, the distance from the valve to the cylinder being short, the necessary-working pressure will be built up immediately. 'Ihe presence of the pipe 22| in no dataset W way interferes with the main pressure supply pipes because the only connection between the latter and the pipe 22| is through the relief valve 222 and this valve does not open until the pressure in the main' supply pipes reaches a predetermined maximum. When the mold-board is operating in bankcutting position, there is a tendency at certain times for it to move outwardly fromgthe machine frame when it meets an obstruction or unusually hard material in the bank. The tubular guide itl therefore tends to slide 0H the slide rod ltd, 'When the bracket lugs |53 are midway between the ends of the rack bar |52, as shown in Fig. 2, the latch |63 may be placed in the, last notch |62, whereas when the bracket'lugs |53' and itt" are located near the ends of the rack bar H52, the latch itt may be located in a notch |62 near the center line of the drawbar di. It will thus be seen that the angle between the center line of the drawbar extending through the pivot itil (Fig. 5) and the center line of the plate i5@ extending through the same center |59, may be made greater when the end bracket lugs itt' and |53 are used, and consequently for a given high 25 lift or steep bank-cutting position of the moldboard harder Work may be performed in banksloping position while maintaining all of the parts of the machine properly connected and without subjecting them, to undue strain.

While Il have shown a pull type grader, it should be understood that my improvements are also applicable to a road grader of the self-propelled type embodying an internal combustion engine as the power plant connected to rear traction wheels, in which event the pump lll may be operatively connected to 'such power plant.

Obviously those skilled in the art may make various changes in the details and arrangement of parts Without departing from the spirit and scope of the invention as defined by the claims hereto appended, and I therefore wish not to be restricted to the precise construction herein disclosed. I

Having thus described and shown an embodiment of my invention, what I desire to secure by Letters Patent of the United States is:

1. In a road vehicle, the combination with a frame, of an axle-tree pivoted to the front end thereof, a tongue pivoted to said axle-tree, a pair of hydraulic motors pivotally connected at their ends to said tongue and to said axle-tree, and

means supported on said frame for operating 55 said motors under control of the operator at a station at the rear end of said frame to effect steering `of the vehicle.

2. In a vehicle, the combination with a supporting frame, of a cross-bar, front wheels mounted for adjustment of the leaning thereof at the ends of said cross-bar, a fluid-pressure -motor for adjusting such leaning, means for effecting the operation of said motor, and fluidpressure motor mechanism for effecting steering by means of said front wheels.

3. In a vehicle, the combination with a supporting frame, of a cross-bar, axles pivoted to the ends of said cross-bar on axes extending longitudinally of said frame, "parallel motion mechanism for maintaining said axles in alinement or in parallelism, wheels journaled on said axles, means comprising a fluid-pressure motor for actuating said parallel motion mechanism to vary the leaning of said wheels, and livin-pressure motor mechanism for eecting steering by means of said wheels.

4. In a vehicle, the combination with fluidpressure operated steering mechanism, of flexible hose for conducting the fluid-pressure medium to said steering mechanism, and means for supporting the hose forwardly of the steering axis to confine the bending of said hose during operation of-said steering mechanism to a position apand yieldable supporting means for the conduits for maintaining the conduits unobstructedin all relative positions of tongue and wheels.

6. In a vehicle, the combination with a portable frame, of traction Wheels supporting the frame, a vehicle tongue operatively connected to the wheels, hydraulic mechanism associated' with the tongue and wheels for adjusting the Wheels relative to the tongue for facilitating steering of the machine, flexible conduits for supplying pressure fluid to the hydraulic mechanism, and supporting means for the conduits including a standard, a connecting member swivelly mounted on the standard, a supporting plate for supporting the conduits pivoted to the connecting member, and a spring intermediate the plateand tongue and connecteclthereto.

7. In a vehicle. the combination with a portable frame, of traction wheels supporting the frame, a vehicle tongue operatively connected to the wheels, hydraulic mechanism associated with the tongue and wheels for adjusting the wheels relative to the tongue for facilitating, steering of the machine, exible conduits for supplying pressure fluid to the hydraulic mechanism, and supporting means for the conduits including a standard, a connecting member swivelly mounted on the standard, a supporting plate for supporting the conduits pivoted to the connecting member, and a spring intermediate the plate and tongue and connected thereto, the said supporting means maintaining the conduits unobstructed in all relative positions of tongue and wheels, valve means for controlling supply of fluid to the conduits, and mechanism operable from an operators position for operating the valve means.

8. In a road-Working machine, the combination with an implement carrying vehicle frame, of means comprising front wheels for supporting said frame, fluid-pressure motor mechanism for adjusting the leaning of the front wheels, and fluid-pressure motor mechanism for eiecting steering with the front wheels.

9. In a device of the class described, the combination with a vehicle frame, of a front axle-tree pivoted to said frame, steering wheels connected to said axle-tree, a tongue pivotally connected to said axle-tree, a pair of spaced hydraulic motors pivotally connected at their forward -ends to said tongue and at their rear ends to said axle-tree, and means for controlling said motors to adjust said axle-tree and said wheels relative to said frame and locking the axle-tree in rigid connection to said tongue.

10. In a road vehicle, the combination with a frame, of an axle-tree pivoted to the front end r theisame to distribute the pull on the pivot between th'e tongue and the axle-tree and the pivot between the rear end of the hydraulic motor Iand said axle-tree.

11.'In a vehicle, the combination with a supporting frame, of a iront cross-bar, wheels mounted ior adjustment of the leaning thereof at the ends of said cross-bar, mechanism comprising a fluid pressure motor mounted on said .cross-bar to move bodily therewith on its pivot relative to said frame, means operated by said Huid pressure..motor for adjusting the leaning of said wheels', a hauling tongue pivotally connected to said' cross-bar, fluid pressure motor mechanism between said tongue and said crossbar vfor adjusting the 'latter together with said 'wheels on the pivot between said tongue and Asaid cross-bar, and means for controlling at lwill Ithe operation of the aforesaid fluid pressure motor and the operation of said iiuid pressure motor mechanism to secure co-operation of the leaned wheels with the steering thereof.

12. In a road vehicle, the combination with a frame, of an axle-tree pivoted to the front end of said lframe, a pulling tongue pivoted to said axle-tree midway between the ends thereof, a cross-piece mounted on said tongue and spaced forwardly from the rear end of said tongue, a pair of reciprocating hydraulic motors pivotally connected at their outer ends to the outer ends `of said cross-piece and pivotally connected at their rear ends to said axle-tree at points spaced laterally from the rear end of said tongue, and means for effecting reverse operation of said motors to swing the axle-tree together with said wheels relatively toY said frame and relatively to of said hydraulic motor mechanism to eiiect steering of the vehicle while the hauling pull between the tongue and the axle-tree is distributed by reason of the aforesaid spaced relation between the pivots at the axle-tree.

15. In a road vehicle, the combination with a frame, of an axle-tree pivoted to the front end thereof, a tongue pivoted to said axle-tree, a pair of reciprocating hydraulic motors each of the piston and cylinder type one pivotally connected at its ends to said tongue and said axletree on one side yof said tongue and the other pivotally connected to said tongue and said axletree on the other side oi said tongue, the pivotal connections to said axle-tree and the tongue being spaced from the pivotal connection between the tongue and the axle-tree, and a hydraulic system operable from a single station to secure simultaneous operation of said motors in opposite directions to effect steering of the vehicle and to effect locking of the hydraulic motors in adjusted positions to rigidly connect the axletree to said. tongue in adjusted xed relation thereto.

16. In a vehicle, the combination with a portable fraine, of means comprising a front steering wheel unit for supporting said frame, hydraulic motor mechanism for operating said steering wheel unit to effect steering of the vehicle, ilexible conduits extending from said portable frame to the hydraulic motor mechanism on the steering wheel unit, supporting means for the conduits including a standard on the front end of said portable frame and a conduit support pivotally connected to said standard, and means on the portable frame'for controlling the ow of the pressure liquid in said conduits to thereby effect operation of saidl hydraulic motor mechanism and the operation of said steering wheel unit.

17.In a vehicle, the combination with a portable frame, of means comprising a front steering wheel unit for supporting said frame, hydraulic 'said tongue and for eiecting locking of said motors in adjusted positions to rigidly connect said axle-tree to said tongue in adjusted posi- -tion relative thereto.

13. In a vehicle, the combination with a sup porting frame, of` a cross-bar pivoted to the iront n4end thereof on an upright axis, axles pivoted to the ends of said cross-bar `on axes extending longitudinally of the frame, parallel motion mechanism for maintaining said axles in alinement or in parallelism, a hydraulic motor pivotally connected at one end to said cross-bar and at the other end to said parallel motion mechanism, wheels journaled on said axles, hydraulic motor mechanism for effecting steering by means of said wheels, and means for at will controlling the operation of said hydraulic motor and the operation of said hydraulic motor :mechanism to secure co-operation inthe leaning of the wheels and the steering thereof.

14. In steering mechanism for a vehicle, the

combination with an axle-tree, of a tongue pivoted thereto, hydraulic motor mechanism pivotally connected atone end to said tongue and at its other end to said axle-tree in spaced relation with the pivot between the tongue and the axle-tree, and means for eiecting operation unit, and mechanism pivotally mounted on the said frame for supporting said conduits for turning on an upright axis located in verticalalinement with the pivot between the steering wheel -unit and said frame.

18. In a` road vehicle, the combina-tion with a frame,'of a front axle-tree, steering wheels at the ends of said axle-tree, mechanism comprising a bolster for pivotally supporting the front end of said frame on said axle-tree, a tongue, mechanism independent of the pivot between said frame and said front axle-tree for pivotally connecting said Itongue to said axle-tree, hydraulic motors on opposite sides of Athe tongue pivotally connected at their rear ends to said axle-tree in spaced relation to the pivot of the tongue, mechanism for pivotally connecting the forward ends of said motors to opposite sides of j said tongue, and means for controlling said mol tors to secure simultaneous reverse operationi thereof to eil'ect steering of the vehicle by thel 'turning of said bolster on its pivot relatively toi the front end of said frame.

'19. In a machine or the class described, the 'combination with a vehicle frame, of a steering wheel unit comprising an axletree pivotally con nected to said frame, a pair of spaced-apart supporting wheels, axles for said wheels pivotally con'nected to the ends of said axleetree on spacedapart longitudinal horizontal parallel axes, uprig-ht arms one connected to each of said axles, a cross-rod pivot-ally connected at its ends to the upper ends of said arms, a duid-pressure motor between one of said arms and said axletree for adjusting the leaning of said wheels, and means comprising an additional fluid-pressure motor -connected to said axle-tree for oscillating sai-d steering Wheel unit on its pivotal connection to said vehicle frame.

20. In .a machine of the class described, the combination with a vehicle frame, of a steering wheel unit comprising an axle-tree connected to said frame, a pair of spaced-apart supporting wheels, Jaxles for said Wheels pivotally connected to the ends of said axle-tree on spaced-apart parallel longitudinal axes, upright actuating arms one connected to ea-ch of said axles, a cross-rod pivotally connected at its ends to the free ends of Isaid actuating arms, iiuid pressure motor mechanism for eiecting leaning of the Wheels by movementof said arms on said longitudinal axes, and means comprising vadditional fluid-pressure motor mechanism for effecting steering of the machine by said steerin-g wheel unit.

21. Steering wheel mechanism for vehicles,

comprising an axle tree, a pair of spaced-apart supporting wheels, axles for said wheels pivotally connected to the ends of said axle tree on spaced-apart parallel axes, an actuating arm secured to one of said axles, an additional arm attached to' the other axle, a cross-rod pivotally connected to both of said arms, =a tongue pivotally connected to said axle tree, means comprising a fluid-pressure motor for effecting actuation of said arms and said cross-rod to in turn adjust said wheel axles on said parallel axes, and means compri-sing a fluid pressure motor connected between said tongue and said axle tree to eiect steering by swinging the -axle tree on an upright axis relatively to said tongue.

22. Steering wheel mechanism for vehicles, comprising the combination with an axle tree,

of a pair of spaced-apart supporting wheels. axles for said wheelsV pivotally connected to the ends of said axle tree on spaced-apart Iparallel axes, actuating arms one connected to each of said axles, a cross-rod pivotally connected at its ends to the free ends of sai-d actuating arms, a tongue pivotally connected to said axle tree, a fluidpressure motor connected between said axle tree and one of said arms, means comprising a uidpressure motor connected between said tongue and said axle tree for effecting swinging of said axle tree on an upright axis relatively to said tongue, and means for effecting control of said first-named fluid-pressure motor to eiect leaning of the wheels and for effecting control of the second-named fluid-pressure motor to eiect steering of the vehicle.

23. In a machine of the class described, the combination with a Vehicle frame, of steering Wheel unit comprising an axle tree, a tongue pivotally connected to said axle tree, a pair of hydraulic motors pivotally connected at their ends to said tongue and to said axle '-tree, and means on said frame and -connected tosaid motors for controlling the operation of the latter from an operators station on said frame to effect steering of the machine.

24. In a machine of the class described, the combination with a vehicle frame, of a steering wheel unit pivotally connected to the front end of said fram-e and comprising an axle tree, a tongue pivotally connected to said axle tree, longitudinally extending hydraulic mo-tor mechanism pivotally connected at its forward end to said tongue and connected at its rear end to said axle tree to afford a rigid connection between lthe tongue an-d the axle tree when the hydraulic motor mechanism is locked in adjusted position, and means on the vehicle frame connected by flexible hose to said hydraulic motor mechanism to control the operation of the latter and said llocking thereof, the construct-ion and arrangement being such that .the hauling pull is distributed between the connections of the tongue and the hydraulic motor mechanism to said axle tree.

FRANKLIN E. ARNDT. 

